APR B8 S5 4.2L FSI V8 Stage III+ TVS1740 Supercharger System
APR is pleased to present the B8 S5 4.2L FSI V8 Stage III+ TVS1740 Supercharger System!
APR’s technical reach has grown enormously since opening in the 1990’s and currently represents a force of unmatched performance without compromise in the performance enhancement sector for Audi vehicles. Our previously available APR Stage III TVS1320 Supercharger System found its way on to several hundred S5s and RS4s around the world, making it the most popular and reliable system on the market. With more than four years' worth of 4.2L FSI V8 supercharger engineering research, development and testing, APR’s new Stage III+ TVS1740 Supercharger System represents the pinnacle of Audi’s German engineering enhanced by APR’s American ingenuity.
In the factory form, Audi’s S5 4.2L FSI V8 leaves much to be desired compared to recent models proudly displaying the S badge. The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 82% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the S5 from 353 horsepower to 589 horsepower on pump fuel and 635 on race fuel without breaking a sweat! With up to 542 FT-LBS on tap thanks to the TVS1740’s positive displacement supercharger, expect instant acceleration with absolutely no lag commonly associated with other forms of forced induction.
APR Stage III+ TVS1740 Supercharger Components
To learn more about each piece of the APR Stage III+ TVS1740 Supercharger System, please click on the images below for more details.
Supercharger and Manifold
At the heart of the APR Stage III+ Supercharger System is Eaton’s latest Twin Vortices Series (TVS) supercharger unit, the TVS1740. The supercharger system is a positive displacement, roots style pump, utilizing Eaton’s lightweight, four-lobe 160 degree twisted rotors. Cast and assembled as a single, OEM-style-manifold and rotating group housing, the unit is quiet, compact, attractive, easy to install, and requires little to no extra maintenance to the unit itself.
The positive displacement supercharger offers power instantly as the throttle is pressed. Boost pressure builds with no perceived lag commonly associated with other types of forced induction, and provides a large increase in torque across the entire power band. Throttle control is linear and predictable and makes for an excellent driving experience both in daily driving and wide-open acceleration.
Since the supercharger does not compress air as it moves through the roots, it’s extremely efficient during light throttle and cruising situations. Unlike screw-type positive displacement superchargers that are always compressing, the TVS unit can internally bypass unwanted air, resulting in negligible parasitic loss during cruising and thus far greater fuel economy.
The single cast unit and appropriately sized rotating group eliminates potential leak points and allows for a slim, compact design without sacrificing key airflow design characteristics. The unit features a high velocity flow path through the supercharger rotors and an unrestricted discharge port into the appropriately sized plenum. The large plenum equalizes flow across all ports as air feeds evenly through the low-pressure-drop, dual-internal air-to-water heat exchangers. Finally, the ports are separated into individual runners, offering greater operation by eliminating cross talk.
Internally the dual heat exchangers offer technological advances shared by Formula 1 teams around the globe. Each unit features a louvered fin design, which minimizes pressure drop while achieving excellent cooling effectiveness. The extruded multi-rib tubing maximizes heat extraction to be carried away through the large bore coolant recirculation hard lines. Externally, supercharger coolant is pumped through a large front mounted heat exchanger where it’s cooled and circulated back through the charger again.
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The factory Bosch MED 9 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.
With the significant amount of changes included in the APR Stage III+ TVS1740 Supercharger System, APR’s Engineers spent months calibrating the engine management system, including well over 100+ hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.
Adding forced induction to a naturally aspirated engine presents several challenges with regards to how the ECU operates. APR’s Calibration Engineers properly restructured the engine’s volumetric efficiency (VE) model to properly determine the ECU’s calculated load. Accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, are adjusted to handle the large temperature variances compared to a factory naturally aspirated setup.
APR’s Calibration Engineers have optimized cam timing, ignition timing and lambda to provide tremendous leaps in power while retaining OEM knock control sensitivity. The result is safely achieved power, optimized for various fuel grades found around the world from low quality pump fuel, all the way to high quality, oxygenated race fuels.
Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibration changes. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to the factory set redlines without dropping off several hundreds of RPM earlier. And lastly, APR’s tried and tested 4,200 RPM Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.
Beyond wide open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle’s pedal maps are recalibrated under both standard and sport mode, providing smooth part-throttle drivability without compromising the driveshaft windup protection. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot! We call it Performance Without Compromise.
Front Mount Heat Exchanger
APR’s supercharger system features a large, 480mm x 335mm x 45mm, front mount heat exchanger responsible for cooling coolant as it’s pumped out of the supercharger’s dual internal air-to-water heat exchangers. This is a critical component in any supercharged application to not only keep power consistent, pull after pull, but also to help keep IAT below dangerously high levels. The heat exchanger is specific to the S5 platform, featuring a hand welded design and CNC, laser-cut brackets to provide a simple and clean method of mounting to the vehicle.
APR’s supercharger system features a 4.2L coolant tank designed to increase the cooling system’s thermal capacity. During hard sprints around the track, the supercharger’s cooling system is working overtime to cool IATs and in doing so, the supercharger’s coolant temperature rises. With increased capacity, the time it takes to raise the supercharger’s coolant increases, resulting in a lower delta T, cooler IATs, and more power. For the track enthusiast, this means longer sessions and more continuous laps, under wide-open throttle, without loss of power.
Coolant Pump and Harness
APR’s coolant pump connects to the supercharger coolant circuit and continuously circulates coolant through the supercharger’s dual internal air-to-water radiators and APR front mount heat exchanger. The pump provides adequate coolant flow through a system of this size. The pump seamlessly connects to the factory wiring harness through the included APR wiring harness with no wire splicing and is triggered by the included relay system. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the pump to the vehicle.
MAF Sensor & Housing
The factory engine management relies on load calculations derived from the mass airflow (MAF) sensor to properly control the engine. Unfortunately the factory MAF sensor becomes saturated and unable to read and correctly report the high airflow levels generated by the APR supercharger as it was designed for an engine originally creating far less power.
APR provides a new MAF sensor and precision-machined MAF sensor housing to aid in accurate airflow readings. APR’s Electrical Engineers make appropriate coding changes to the ECU to understand the new MAF setup while the calibration experts update the ECU with all of the necessary calibration data surrounding the sensor’s and housing’s properties. The end results are accurate readings and a further refined driving experience.
High Pressure Fuel Pumps
Sold separately as brand new pumps or rebuilds of the engine’s existing pumps, the APR High Pressure Fuel Pumps address fueling needs and leave plenty of headroom for safety and further increased power levels. By increasing the pump’s internal capacity, the fueling system is capable of displacing a higher volume of fuel per minute at every RPM. Read more on our APR High Pressure Fuel Pumps product page.
Coolant Expansion Tank
The APR coolant expansion tank is used for filling the supercharger’s cooling circuit and for handling liquid expansion under various operating temperatures. The tank is cut from a single block of aircraft grade 6061 aluminum billet, is anodized black and proudly displays the APR logo. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the expansion tank to the engine bay.
APR’s supercharger system varies greatly from the OEM intake manifold design, and for fitment’s sake, depending on vehicle year, some of the factory high pressure fueling system must be modified. The fuel rails and other high pressure and low pressure direct injection fuel lines are replaced with new, low profile, OEM parts on the pre November 2008 vehicles. All OEM safety equipment remains intact.
An APR high-pressure rail relief valve allows the system to operate at greater rail pressures, resulting in a reduction of injection on-time which translates to more ignition advance and greater power.
The kit also includes all new high-pressure fuel pump low-pressure fittings and replacement injector O-rings.
To cope with raised cylinder pressure and temperature, eight NGK Iridium IX spark plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance under extreme conditions. With these spark plugs in, APR’s calibration engineers were able to safely achieve more power, especially in extremely demanding conditions.
Intake Air Temperature Sensor and Harness
APR’s Supercharger System significantly increases airflow through the engine, and is capable saturating the factory mass airflow sensor (MAF). As such, the sensor is unable to correctly report critical operating information to the ECU, resulting in incorrectly calculated load and poor operation. Simply adjusting the factory sensor and calibration will result in a calibration that’s only correct in a small operating window, resulting in a poor compromise.
Because the sensor is absolutely critical for safe, reliable and powerful operation and as such, APR provides a new MAF sensor capable of reading airflow levels beyond the operational range of the APR Supercharger System. APR’s Engineers account for this new sensor in the factory engine management system as simply adding the sensor alone is not permissible. The new sensor accurately reads airflow levels and provides the ECU with the correct information necessary control the engine.
The sensor’s design differs from the factory unit, and as such APR provides a precisely CNC-machined billet aluminum MAF housing to enclose the unit. The sensors placement and the MAF housing’s diameter are taken into great consideration to ensure proper airflow measurement.
The included harness allow for simple integration into the OEM wiring harness.
The APR Supercharger System features dual internal air-to-water radiators designed to reduce intake air temperature, (IAT), before entering the cylinders. With cooler IAT, the ECU will request more ignition advance and result in more power.
APR reinforced rubber coolant lines feed the Supercharger’s internal cooling system, which provides a circuit between the included APR front mount heat exchanger, APR coolant pump and APR expansion tank.
All necessary brass connectors, spring-loaded clamps and OEM style crimp clamps are included. Additionally some engine coolant lines are updated while installing the supercharger system and are included with the kit.
To accommodate the large APR Supercharger, modifications are made to the low-pressure fueling system and evap lines. Each fuel line exceeds CARB and EPA ratings and includes a patent-pending GreenShield barrier. The multi-ply, reinforced rubber hoses are designed to protect against today’s modern deteriorating fuels and include a best-in-class working psi of 225.
OEM style spring clamps and crimp clamps are included to ensure a solid connection. To help provide a neat and appealing install and assist in abrasion resistance, nylon braid hose cover and shrink-wrap is included.
To accommodate the transition from naturally aspirated operation to forced induction, APR provides new vacuum lines and T-junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.
Pulleys and Belt
The supercharger system’s internal rotors are rotated via a belt and pulley attached to the engine’s accessory drive system. The included 5pk belt and OEM idler pulleys ensure a proper connection to drive the supercharger.
Several OEM components are moved during the install of the supercharger system, and as such, APR provides an OEM style extension harness to connect components without modification to the factory wiring harness.
New OEM gaskets and bolts are provided to facilitate a leak proof connection between the cylinder heads and APR Supercharger unit.
The included core support bolts allow the vehicle’s front end to be placed into the service position. In doing so, the install process is made much easier thanks to the added space in the engine bay.
The included factory style zip-ties aid in securing various lines moved during the install and to replace factory zip-ties removed during the install process.
Padding material protects items from damage during the install process.
On post November 2008 vehicles, a specific tool is included to aid in installing the supercharger.
APR has a worldwide network consisting of many professional shops capable of performing an APR supercharger system install. To accompany APR’s world-class technical support hot line, APR includes a full, printed, step-by-step install manual to make the install process smooth and simple!
Horsepower and Torque were measured in APR’s in-house, sounmaster dyno cell, using a dynapack all wheel drive dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR Stage III+ B8 S5. Crank power figures were estimated based on Audi’s factory advertised results.
Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.
- Stage 3+ 91 CHP
- Stage 3+ 93 CHP
- Stage 3+ 100 CHP
- Stage 3+ 91 AWHP
- Stage 3+ 93 AWHP
- Stage 3+ 100 AWHP
- Stage 3+ 91 Gain Over Stock
- Stage 3+ 93 Gain Over Stock
- Stage 3+ 100 Gain Over Stock
|Stock 93 AKI
|AKI - Anti Knock Index or (RON+MON)/2 for Octane Ratings | RON - Research Octane Number for Octane Ratings | North American Model|
|Rev Limiter||7,150 RPM||7,150 RPM||7,250 RPM||7,250 RPM||7,250 RPM|
|Peak Mechanical Horsepower (HP)||348 HP||353 HP||566 HP||589 HP||635 HP|
|Peak Torque (FT-LBS)||325 TQ||325 TQ||493 TQ||511 TQ||542 TQ|
|Max Horsepower Gain over Stock (HP @ RPM)||+211 HP @ 7,100 RPM||+236 HP @ 7,000 RPM||+280 HP @ 7,150 RPM|
|Max Peak Torque Gain over Stock (FT-LBS @ RPM)||+186 TQ @ 4,950 RPM||+202 TQ @ 4,850 RPM||+231 TQ @ 5,350 RPM|
All too often performance upgrades show improvements during a single dyno pull, but lack the ability to show the same performance in real world conditions. Furthermore the dyno may be unable to illustrate the system’s response and other tuning changes designed to make the system instantly react to the drivers input. Through acceleration testing, APR’s engineers were able to improve power delivery during launches, after gear changes and prove the cooling system was up to the task of shedding heat to keep power consistent.
APR’s local certified quarter mile drag strip is a perfect and safe testing ground for high speed, 130+ MPH sprints. Using Car and Driver magazine’s measured results as a benchmark, APR’s Engineers set out to prove the Stage III+ Supercharger System was capable of increasing the S5’s performance substantially.
Car and Driver magazine independently measured a factory B8 S5’s quarter mile performance in an underwhelming 13.4 seconds at 105 MPH. However, with the addition of the APR’s Stage III+ TVS1740 Supercharger System, the vehicle entered a league of performance often shared by exotic supercars. Using 93 octane fuel the same acceleration test was completed 2.2 seconds sooner and 19.68 MPH faster! Through testing higher octane fuels the gap grew even larger, ultimately resulting 11.163.
Many more acceleration tests were performed, including record setting quarter mile passes, proving an APR Stage III+ TVS1740 Supercharger System is the ultimate upgrade for B8 S5!
|Vehicle Stage||60-120 MPH||62-124 MPH||60-130 MPH||30-130 MPH||1/4th ET||1/4th Trap|
|Stage III+ PBox and time slip acceleration data collected on the same day and same road and IHRA certified drag strip with ESP disabled.|
|Stock (Car & Driver Magazine)||12.9||n/a||17.0||20.1||13.4||105 MPH|
|STG 3+ 93 AKI - Full Weight & Street Tires||7.451||8.296||9.767||11.706||11.240||124.68 MPH|
|STG 3+ 100 AKI - Full Weight & Street Tires||n/a||n/a||n/a||n/a||11.163||126.92 MPH|
Requirements and Recommendations
APR HPFPs are required.
The APR Supercharger System was designed for operation with the either the factory exhaust system or a high flow exhaust system.
The APR Supercharger System was designed using the APR APR Carbon Fiber Intake System and recommends it for optimal performance. An intake port carbon cleaning is necessary to meet advertised power levels.
APR cannot make any guarantees as to the longevity of the OEM manual transmission clutch in every transmission and therefore an upgraded clutch is recommended and may be required depending on the stage, octane, driving style and clutch health. No support is provided for automatic transmission.
Stage III+ power, torque, boost, cylinder pressure and temperature levels and more are substantially higher than stock. APR cannot make any guarantees as to the longevity of the factory engine internals or all factory components on every engine. As such, APR recommends upgrading rods/bearings, pistons/rings and etc. for increased engine reliability and longevity, especially when using race fuel.
APR's software is designed for use with NGK BKR8EIX spark plugs gapped to 0.022" ±0.002" or 0.55mm ±0.05mm with a change interval of 10-15,000 mi or 16-24,000 km.
Oil, Coolant and Lubrication
APR recommends using Motul oils, coolants and lubricants. APR strongly recommends an ester based oil, such as Motul 300V.
|*The APR Stage III+ TVS1740 Supercharger System physically fits Tiptronic vehicles. However, APR currently does not provide technical support for vehicles equipped with the Tiptronic transmission.|
|Pre November 2008||B8 S5||4.2L FSI V8||6MT||North America||4.2L FSI V8 Stage III+ TVS1740 Supercharger System - Includes Software||T3100055||$15,749.99 Sale! $13,449.99||Locate an APR Dealer|
|Post November 2008||B8 S5||4.2L FSI V8||6MT||North America||4.2L FSI V8 Stage III+ TVS1740 Supercharger System - Includes Software||T3100060||$14,749.99 Sale! $12,449.99||Locate an APR Dealer|
Motul Oil, Coolant and Oil Filter
During the install, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Supercharger Systems are now complete turnkey solutions, including everything you need down to the oil, coolant and oil filter. During checkout you'll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant and an OEM oil filter. The Premium Motul lubricant package is included at a much lower than retail price point and the costs are listed below.
|10 Liters of Motul 300V Power 5W40, Oil Filter & 2 Liters of Inugel Optimal Ultra (Concentrated) - Organic||MO00008||$130.00|
|10 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 2 Liters of Inugel Optimal Ultra (Concentrated) - Organic||MO00004||$95.00|